Train-stopping mechanism.



J. F. WEBB, JR.

TRAIN STOPPING MECHANISM. 7

APPLICATION FILED AUG.22,1914. RENEWED OCT. 26. 1915.

1 1 @fifig 1i. Patented May 30, 1916.

6 SHEETS-SHEET I.

W WITNESSES: E m mic-g m @eunWWg fi 0%:

J. F. WEBB, JR.

TRAIN STOPPlNG MECHANISM.

APPLICATION FILED AUG-22, 1914. RENEWED 00126, 1915.

LW5M3L Patente& May 30,1916.-

6 SHEETSSHE| ET 2.

J. F. WEBB, JR.

TRAIN STOPPING MECHANISM. I APPLICATION FILED AUG-22, I914. RENEWEDOCT. 26,1915: 1J5 U81 a v Patented May 30,1916.

6 SHEETSSHEET 3.

I LL WITNESSES: IAH EIVTOI? I Ja y i e7 J. F. WEBB, JR.

TRAIN STOPPING MECHANISM.

. APPLICATION-FILED AUG-Z2, 1914. RENEWED OCT- 26, 1915- 1 1 @fiflfi I1 Patent-ed May 30, 1916.

6 SHEETS-SHEET 4.

\ 6 WITNESSES: l/Vl/E/I/TOR MWM J. F. WEBB, JR.

TRAIN STOPPING MECHANISM.

APPLICATION FILED AUG.22,19I4- RENEWED OCT. 26, 1915- ]L 1 @5,@% 1 Patented May 30, 1916.

6 SHEETS-SHEET 5.

J. F. WEBB, JR.

TRAIN STOPPING MECHANISM.

APPLICATION FILED AUG-22,1914. RENEWED OCT. 26, 1915.

aw T E E H A" s T E E H s 6 Lieaoai.

JEAN F. WEBB, JR, 0]! NEW YORK, N. Y., ASSIGNOR TO INTERNATIONAL SIGNAL COMPANY, 0F'N1EW YORK, N. Y.

TBAII l'-STOZP PI1\TG MECHANISM.

Specification of Letters Patent.

Application filed August 22, 1914, Serial No. 8-58;094 Renewed October 26, 1915. Serial No. 58,069.

To all whom it may concern Be it known that I, JEAN WEBB, J12,

residing at New York, in the county of New York and State of New York, have invented certain new and useful Improvements in -'lrain-Stopping Mechanism, of which the following is a specification.

In the art of train signal and control there has heretofore been devised, apparatus, which, when brought into action, will effectually operate warning signals in the engineers cab, set the air brakes, or close the throttle. to set the air brakes may twobroad classes, viz: the electrical or elec tromagnetic type :those in which the air valve is operated indirectly through the influence of electrooperative mechanism on the train, working usually in connection with electrical sub circuits and contact makers located along the right of way; the second type may be called the mechanical type :those in which the valve or other device on the train is actuated by a mechanical instrumentality that engages a stop,

ramp, or other device along the right of way.

In the mechanical class of train stops there has heretofore been devised an apparatus whereby the air valve is always opened whenever the track obstacle (a. fixed ramp) is encountered and if the right of way is clear, the valve is again and immediately closed, ere the brakes can be set, to thereby suppress or counter-act the opening action of the valve of the air brakes, but if the right of way be not clear, then the suppression does not occur. An example of such a system may be found in my application filed January 18, 1912, Serial Number 671859.

A signaling apparatus on a somewhat similar principle e. where the signal is always set and suppressed if the line is clear, is also known in the above mentioned electrical type of apparatus, see for instance, the patent to Jacobs et al. Number 833603, of October 16, 1906. In the Jacobs at (Ll. apparatus, the acting and reacting mechanism are electromechanically controlled, one part including a complete train cuit and also acts as the contact member to complete the connection between the train carried partial circuit and the road-way partial circuit.

My present invention relates to what might be termed a third type, viz., one in which the apparatus is partly mecha-nical and partly electrooperative:one in which one complete set of operations on the air brake valve is performed entirely by mechanical means and in which the suppres- Those systems which operate be sub-divided into sion action is performed by electromechanica-l means.

by electromechanical devices which are oppartialtraln circuit and a conerated by a trolledpartial track circuit of which the track fixture and that part of the train apparatus which engages it are ortions. Generically the present invention provides an air valve on the train which is connectible with the train pipe of the air brake system, the valve being designed to be opened by a plunger. on the train whenever the plunger mechanically engages atrack ramp or fixture, the plunger'and the valve being mechanically related so as to be normally 1n a position to operate, the plunger including a part adapted to be swung out of its normal path of action by an electroiiperative device whenever the plungermakes electrical contact with the track ramp or fixture to close the train carried partial circuit whenever a track partial circuit that includes the rails and ramp is closed and thereby prevent the setting of the brakes when the plunger moves under the influence of the mechanical contact between it and the ramp.

In its more" subordinate nature, the invention includes those novel details of construction, combination, and arrangement of parts, all of ,which will be first fully described, then be specifically pointed out in the appended claims and illustrated in the accompanying drawings, in which Figure 1 is a vertical section taken on the line 1-1 of Fig. 4. Fig. 2 is a horizontal section on the line 2-2 of Fig. 1. Fig. 3 is Patented May 3d, 1916. r

, showing-the position ofthe parts when the and the ramp. Fig.

per 86.

. ,vided with one in Fig. 12. Figs.

. 4, as the case may be,

respective plunger 5.v

- plunger has been mechanically raised and the electromagnet has been energized through the closing of the train carried circuit via the electrical contact between the plunger on the line 44 of Fig. 1. Fig. 5 is'a detail section on the line 55 of Fig. 1. Fig. 6 is an enlarged detail vertical section of the plunger that operates the valve. Fig. 7 is an elevation of the plunger head showing the hinged section of the plunger. Fig. 8 ,is a top plan view of the parts shown in Fig. 7. Fig. 9 is a diagrammatic view showing the connections between the air valve mecha- -..nism and the air brake system of the train.

Fig. l0is a diagrammatic view of the electrical circuits. Fig. 11 is a vertical cross section onthe line 11'11 of Fig. 12 showing the construction of the valve mechanism .Fig. 12is a front elevation of the ValVeinechaniSm, the cover being removed. Fig. 13 is a side elevation of the parts shown 14 and 15 are detail views of the valve membersproper. Fig. 16 is a section on the line161 6 of Fig. 2, showing the speed control resetting mechanism. 'Fig. '17 is a top plan view of the same. Fig. 18 is a section on the line 18 -18 of Fig. 1. Fig. l9-isa view similar to Fig. 18, illustrating a modification of-the. plow or contact and letters of reference designate like parts in all of the figures, which is designed to 1 represents the casing be attached to any suitable partof the locomotive and insulated therefrom in any suitable way. The casing 1 is provided with a door or cover plate 2,

through which access to the interior of the casing may behad; The casing may be proor more plunger carriers 3 and 4, accordingly as one or more plungers are used. Each of'the plunger.carriers 3 and 4 is essentially of the same construction excepting that the front one is preferably provided with ,a suitable penetrating nose 154 to go through any obstruction that may be encountered. Each plunger carrier 3 or is bored to receive the Each plunger 5 includes a stem portion 6, that has squared sides 7'to pass-through a similarly shaped aperture in the guide plate 15, which is "bolted down within the casing 1, the object being to prevent the plungers from turning on their longitudinal axes and confine motion to straight up and down reciprocation. Each plunger is provided with a pocket-like portion 8 to receive the coil spring 9 which continuously tends to press the plunger downwardly.

10 designates a bore which is provided in the rear or valve operating plunger (and 4 is a vertical section also passing through the head 25,

- closed sulated bushing 48 may or ,may not be provided in the front plunger, as desired) and this bore 10 is connected with a pipe 13 through a nipple 12 threaded into the plungerat 11. The pipe 13 is designed to connect with the air valve as willbe later explained. The stem 6 is threaded at its upper end as at 14 to receive the threaded member16 which serves as a nut to abut the plate 15 and limit the down ward movement of the plunger. threads of the nut are cut away as at 17 to admit of a key 18 that prevents the nut from unscrewing, the key 18 being secured by cars 19 and cotter pins 20. The nut or base 16 of the operating plunger has a rear wardly and upwardly directed ear 21 that is bored to' receive a pivot pin 22, the pin 22 cars 23 on the head to the nut or base 25 has stops 26 to 25 to hinge such head member 16. The head limit its rearward movement and the pin 22 is held in place by cotters 24.

27 designates the abutment end of the which is designed to engage the nose 36 of the cam that is secured to the valve shaft 32.

28 designates stiffening ribs on the inside 7 of the head 27, and 29 represents a flange on the side of thehead with which the .roller 42of the bell crank 40 is designed to engage. The flange 29 is provided with stiffening ribs 30 for the usual purpose and the head 25 is also braced by a cross bar 31 over the hinge joint to prevent the spreading of the cars 23.

32 represents the valve shaft or valve holding device which is designed for the purpose of retaining the valve proper in its position under normal conditions. The shaft 32 is mounted in bearings 33, and 34 designates the key by which the shaft and cam 35 are secured together. The cam 35 includes the main operating nose 36, hereinbefore referred to, and an arm 37 having a latch recess 38 to cooperate with the latch 39 that holds the shaft 32 in its normal position and prevents it from being jarred out of such position.

40 represents a deflecting lever'which is fulcrumcd at 41 and has a" roller 42 on one of its arms to head 25. The other arm of the deflecting lever 40 is connected at 43 with the core 44 of the electrom'agnet 45, the core and magnet 45 being of any approved construction, preferably, however, of the solenoid type. The electromagnet 45 is mounted at 46 within the casing I. magnetic winding is passed through an inhousing 1 and is connected to some metallic part of the train whereby to establish an electrical connection via the wheels, with the track rails. The other terminal 49 of the magnet winding is electrically connected to to the outside of theengage the flange 29 on the One terminal 47 of the r some metallic part of the apparatus contained within the casing 1, as for instance to the nut head 16 of the front plunger 5,

when such is employed or if desired the electrical connection between T9 and the plungers may be made by connecting such connection with any of the parts carried by the casing 1. j

The resetting mechanism consists of a rod 56 which has a head 50 that is provided with a plurality of projections 51, 52, 53. The projections 51 and 52 are spaced apart and cotiperate with the arm 37, while the projections 52 and 53 are spaced apart and cotiperate with the plate 55 that is secured to the guide 54 and retains the head 53 in v the chan'nelway of the guide.

57 is a spring which continuously tends tohold the projection 52 against the stop plate 55.

The 'rod 56 is adapted to be connected to another rod (not shown), which is designed to project into the engineers cab so that the engineer may effect the resetting act, it be ing of course, understood that this rod will be electrically insulated from the rod 56 by any suitable insulated. joint. The control of the resetting act is effected by a specially constructed speed governor device that cooperates with the rod 56 to latch it from operation.v when the speed of the train is above a predetermined minimum.

60 is the main supporting housing for the speed controlled governor mechanism, the

urpose of which is, as before stated, to lockthe rod 56 from operation whenever the speed of the train is above a predetermined minimum. The housing 60 may be pro vided with removable side plates 83 whereby access to the interior may be had, and the housing is also provided with bearings 61 for the rod 56.

By reference, particularly to Figs. 1, 2 and 16, the construction of this mechanism will be best understood. 59 designates the threaded end of the rod 56 to which the en-, gineers operating rod (not shown) is de- .signed to be secured. 62is' a bearing the cap 63 of which is fastened to the housing and which supports the drive shaft 65 that extends to and is geared up in any suitable manner with a rotating part of the train (not shown) as for example, the front truckof the locomotive. The shaft 65 is coupled at 66 to the governor shaft 67. The governor shaft 67 has collars 68 to prevent end-wise movement and it runs in ball-bearmgs 69 carried by the frame or housing 60.

70 is a plug that is inserted into the bottom of the housing 60 to close the same. A sleeve 71 is located on the shaft 67 and is adapted for longitudinal movement on the shaft under the influence of the centrifugal governor balls 73. The balls 73 are pivotally mounted at 74 on a pin 72, which is carried by the shaft 67 and passes through slots in the sleeve 71. The balls 73 have lugs 75 to which the links 76, that connect theballs. with the lugs 77 of the sleeve 71, are fas-,

tened. 79 is the weighted latch. member 70 which, in the preferred construction, is made in duplicate parts fastened together by suitable fastenings, and provided with bearings 80 to receive the guide pins 81 that are carried by the frame 60 and are held 7 from displacement by the cap 63. The latch member 79, as before stated, is made up of corresponding halves for the reason that should one of the latch lugs 82 become broken, it will only be necessary to turn the 30 latch '79 through a half circle, when the other lug may be brought-into operative position'to enter the slot 58 of the rod 56 and tionally weighted latch members will be employed, the latch members being readily inter-changeable The latch 79 is provided with an anti-friction bearing 78 by means of which it is connected with the sleeve 71 so that, as the sleeve is raised, the latch will be elevated accordingly. The cap 63 may be provided with a casing projection 6a of the flexible tube type, and the shaft 65 may be of flexible type, if desired; the construction of the shaft 65 and the tube 64cbeing per 86,

no part of the present invention. 84: designates the shoe which is of a peculiar construction. The shoe 8i is united with the plunger by a thin portion 87, that is designed to break in the event of undue strain,

so as not to ruin the plunger proper. The bore 10 of the rear plunger 5 (when two plungers are used) extends down through the connection 87 into the shoe 84. The purpose of this is that in the event of the breakage of the plunger or shoe, the air brakes will be set by releasing the air in the bore 10. The shoe 8% is in the nature of a flat plate, the front face 85 of which is beveled upwardly and backwardly and preferably from the inner side toward the outer side, so as to form a knife or plow like member to shear off any snowand ice that may accumulate on the path through which the shoe moves and throw it to one side. outside of the shoe is also beveled vertically and inwardly as best indicated in Figs. 1 and 18, or the beveling may be double as is indicated in Fig. 19. Another feature of the shoe is that the under face of it, is, pref- 125 erably, not in a true horizontal plane, whereby the front edge of the shoe will be slightly elevated from contact with the ramp and thereby prevent the front sharp knife-like edge of the I shoe from being In practice the 35 The v ing plunger and dulled by contact with the-ramp. I prefer to employ in addition to the operating plunger a front plunger which has for its principal purpose the clearing of the ramp and right of way from obstructions that would interfere with the operation of the operatwhen such front plunger is employed (see Fig.- 1) the shoe may be attached by a threaded shank 88 that is held from turning by a lug and pin connection 89 and 90, the pin being held in place in the lug by a cotter 91.

In Fig. 10, I have diagrammatically indicated-the train carried partial circuit and stood, however, that the track cuit which includes the rails 94 and the ramp connection,

also a track partial circuit it being underpartial. 'cir- 92 may be of any approved type, such as a block circuit or a semaphore controlled circuit or a simple switch controlled circuit as desired. For purposes of illustration, the ramp sub-circuit is indicated simply with a battery and key,

The train carried circuit includes the plunger 5 and the wheels 95. y

In Fig. 9, I have diagrammatically illustrated the connection between the main reservoir 96 and the train pipe 101. In this figure, 97 designates .the engineers valve which is connected with the reservoir 96 by a pipe 106 and which is connected to the double heading valve 98 by a connection 105. The valve mechanism 107 of my apparatus is designed to be connected with the double heading valve 98 through a connection 103 in which is interposed an insulated joint 99 (of train hose or other suitable material) and the valve mechanism 107 is also designed for connection with the train pipe 101 by a pipe 102 which includes an insulating section 99. 100 represents the signal whistle that is connected with the valve mechanism 107 by connection 104, the latter also including an insulated section 99.

The improved valve mechanism which, per se, forms the subject matter of my application, Serial Number 843866, filed April 27, 1914, isbestillustrated in Figs. 11 to 15 inclusive, and by reference to these fig urcs, it will be observed that the valvemechings of the shaft 32,-which shaft has its so that the circuit may .be opened or closed at will.

end projected into the valve mechanism housing as best shown in Figs. 11 to 13 inclusive. The lower section of the valve mechanism housing includes two openings 114-, one ofwhich is adapted to be plugged (see Fig. -12) and the other is adapted to receive the connection 102 that leads to the train pipe proper 101. It is also provided With a main entrance 115, into which the pipe connection 103 from the double headi ng valve 98 is tapped. In addition to the openings 114 and 115, two other openings 116 and 117 are provided, the opening 116 being the one into which the piping 13 is tapped to lead air to the bore of the plunger, while the other 117 is provided for the reception of the pipe 104 that delivers to .the whistle 100, or other suitable signal.

The lower section ot the valve mechanism incioses three distinct chambers 118, 119 and 120, the chamber 118 being What I shall, for convenience, call the main-reservoir-airchamber, and the other chamber 120, I shall term the exhaust-air-chamber. 'It is understood that this terminology is used particularly for purposes of convenience and is not used inthe sense of a limitation.

121 is a stufing box plug that is threaded into the upper end of the lower section 107 to close the chamber 120 at its upper extremity. The plug 121 is bored and provided with a gland 122 and a packing 123 to form an air tight joint where the stem 124 passes through the same. The stem 124i is reduced to receive the head 125 which is pinned to the end 126 of the stem and is provided with a fork 127, to straddle a suitable collar 128 that is pinned at 129 to the shaft 32 and thereby prevent lateral movement of the head 125. The head 125 is also forked at 130 to straddle the cam 131 that is keyed to the shaft 32 and in thefork 130 there is located a roller 132 on a spindle 133 to engage the cam 131. The purpose of the cam 131 is to normally hold 11 the stem 124 depressed. At the lower end of the stem 124 and in the chamber 120 there is located a cup 134 which is formed with the stem 124 and has a vertically elongated opening 135 for the pin 136 which is car- 115 ried by a second cup 137 that telescopes within the cup 134, while a spring 138 normally presses the cups apart.

139 is the valve which controls communication between the chambers 119 and 120. This valve, under normal conditions, is held closed by the engagement of a pin 140, which it carries in a bore 141, with the end face of the cup 137. The valve 139 has a stem.14:2 which projects into the bore 143 125 of the tubular stem 144 of the main valve 145. The valve 145 controls communication between the chambers 118 and 119. The valves 145 and 139 are so arranged that when one is closed the other'is opened, and 3.0

vice versa. The valve stems 144 and 142 are fastened together by a suitable cotter pin passed through the holes 146- 147 and the valve 145 has its stem 144 guided in the valve seat passages by lugs 148 and 149.

150 is a plug tapped into the bottom of the valve casing to close the bottom opening into the chamber 118. The plug 150 is halfcupped as at 151 to form a moisture condensation receptacle and thereby prevent a surplus of water of condensation from accumulating in the chamber 118 and possibly freezing up the valve 145. The plug 150 has a stem 152 that projects up into close proximity to the valve 145, and a spring 153 surrounds the stem 152 and continuously tends to seat the valve 145 and consequently unseatthe valve 141.

In operation the speed controlled latch member 7 9 is designed to cause a disengagement between the latch 82 and the notch 58 when the train is running below a predetermined speed, say below five miles an hour,

so that the engineer may reset the air valve from the cab in the event that it is acted upon when the train is running below the predetermined speed.

Assume that thetrack circuit is open and a train, disregarding the stop signal, attempts to pass the ramp 92, the front plunger 5, being the first to engage the ramp, will be elevated and effect an electrical contact with the ramp. Inasmuch, however, as the track circuit is open, this electrical contact will have no effect on the magnet so that as the second shaft 86 rides upon the ramp, the rear plunger 5 will be elevated, thereby causing the abutment end 27 of the head 25 to engage the nose 36 of the cam 3.5 to turn the valve holding shaft to the dotted position shown in Fig. 1 and thereby cause the valve holding cam 131 to release the stem of the air valve which permits the air pressure in the chamber 118 to force the valve 143 upwardly against its seat and thereby unseat the valve 139. The air pressure within the train pipe 101 then is released via the chamber 119 into the chamber 120 and to atmosphere via the whistle 100, thus setting the air brakes and bringing the train to a stand-still. If the speed of the train is below the predetermined minimum, as soon as the action has occurred, the engineer can immediately reset the valve to prevent stoppage of the train, but if the speed of the train exceeds the predetermined amount, then the latch-82 will be in engagement with the notch 58 and prevent movement of the rod- 56 and consequently the engineer cannot reset the valve until the speed of the train drops below the predetermined amount. vVhen the shoes 84 engage the track ramp and the track circuit is closed (the safety position) then the electrical contact made between the shoes and the ramp will cause the magnet 45 .to be energized. fleeting lever 40 to the position shiiwn in Fig. 3 to thereby move the' head 25 of the plunger out of its normal path or position, so that when the rear plunger 5 is raised by the ramp, the abutment end 27 of the head 25 will not engage the nose 36, but pass by it and hence fail to operate the air valve.

From the foregoing description, taken in connectionjwith theaccompanying drawings, it is thought the complete construction, operation and advantages of the invention will be clear to those skilled in the art.

What I claim is:

1. In a system of the class described, a train carried apparatus including an air valve, device for releasing said holding means to permit said valve to open, said releasing device including a rotatable shaft, a member on said shaft, and a plunger adapted to norv mally engage with said member when said plunger is raised to rotate said shaft, a trip ping ramp coacting with thesaid plunger to effect the action of the same, electro-mechanical means coiiperative with said plun ger for rendering the same non-operative,

This results in the rocking of. the de means holding said valve closed, a

said electro-mechanical means including a tr'ain carried partial circuit which includes the wheels of the train and said plunger, and a track partial circuit which includes the rails and said ramp,

. 2. In a system of the class described, 'a

train carried apparatus including an air valve, means holding said valve closed, a device for releasing said holding means to permit said valve to open, said releasing device including a rotatable shaft, a member on said shaft, and a plunger adapted to normally engage with said member when said plunger is raised to rotate said shaft, a tripping ramp coacting with the said plunger to effect the action of the same, electro-mechanical means cooperative with. said plunger for rendering the same non-operative, said electro-mechanical means including a train carried partial circuit which includes the wheels of the train and said plunger, and a track partial circuit which includes the rails and said ramp, said plunger including apart adapted to be moved to a position to render the plunger action non-effective on said valve holding means, said electro mechanical means effecting said movement. I

3. The combination with an air valve on vehicle, of wholly mechanical means including a normally rectilineally reciprocable plunger on the vehicle for opening said valve, electrooperative means on the vehicle to divert said plunger from its rectilineal path to prevent any action of said opening means on the valve at times, a stationary v ramp to actuate said plunger,

' including said rails for controlling the action of said elecchanically operating said plunger, a train carriedpartial circuit including said plunger and said electrocperative means and the vehicle wheels, and a track partial circuit stationary member and the causing said plunger to deviate from its normal path of'trave'l to prevent its effective action on said shaft.

5. The combination with an air valve on a vehicle, a normally rectilineally reciprocable plunger, and a valve operating shaft including a member adapted to project into the normal path of travel of said plunger when raised to open said valve, a road-way v ramp to actuate said plunger, and means all said hinged body including a yieldable head to coiiperate said projection when said head and shaft are moved together as causing said plunger to deviate from its normal path of travel to prevent its efi'ective action on said shaft, said plunger including a hinged body and said last named means including electrocperative devices for moving on said hinge as said plunger is raised by said ramp.

6. The combination with an air valve on a vehicle, a normally rectilineally reciprocable plunger and a valve operating shaft including a member adapted to project into the normal path oftravel of said plunger when raised to open said valve, ramp to actuate said plunger, and means causing said plunger to deviate from its normal'fpath of travel to prevent its effective action 'on said shaft, said plunger including a hinged body and said last named means including electrocp'erative devices for moving said hinged body on said hinge as said plunger is raised by said ramp, a vehicle carried partial circuit including said eleetrocperative devices and said plunger, and a roadway partialcircuit including said ramp and means for opening and closing said roadway partial circuit.

In an apparatus of the character stated, a-stopping valve, an operating shaft,- a projection on said shaft, an operating plunger e head to cotiperate with are moved together as a unit for turning said shaft and means for causing said head .to yield to deviate from the normal path of travel and move to a non-operative position.

8. In an apparatus of the character stated, a stopping valve, an operating shaft, a projection on said shaft, an operating plunger with a unit for turning sr d a road-way operating with -a main body portion and a shoe shaft, means for causing said head to yield to deviate from the normal path of travel .and move to a non-operative position, and

means for re-setting said operating shaft to its initial position.

9. In an apparatus of the character stated, a stopping valve, an operating shaft, a projection on said shaft, an operating plunger including a yieldable head to cooperate with said projection in turning said shaft, means for moving said head to a non-operative position, means for re-setting said operating shaft to its initial position, and a speed controlled mechanism for governing the operation of said re-setting means.

10. In an apparatus of the class described, a valve mechanism connectible with the train pipe of an air brake system, a cam shaft including means cocperative with said valve mechanism for holding said valve mecha-' nism in the normal position and for releasing said valve mechanism when said shaft is turned, a multiple cam on said shaft, a reciprocating plunger adapted to engage with one element of said cam to turn said shaft in one direction, a track ramp for moving said plunger through its operative movement, mechanism cocperating with said plunger for moving said plunger out of its path of operation at times, and a'resetting device cocperative with a second of said cam elements.

11. In an apparatus of the class described,

a valve mechanlsm connectible with the train shaft, a reciprocating plunger adapted to engage with one element of said cam to turn said shaft in one direction, a track ramp for moving said plunger through its operative movement, and mechanism co.- said plunger for moving said plunger out of its path of operation at times, a resetting device cocperative with a second of said cam elements, and means including said track ramp and said plunger for con-- trolling the operation of said cooperating mechanism.

12. In a system of the class described, a train carried apparatus including an air valve, means holding said valve closed, a device for releasing said holdin means, said releasing device including a p unger having united to the body portion by a breakable connection, and a yieldable head on the'body portion, a tripping ramp for actuating said plunger and electrocperative devices for causing said head to yield to thereby prevent the effective action of said releasing device.

13. In an apparatus of the class described,

a train carried air valve, means holding said valve closed, a devlce for releasing said holding means and includlng a plunger having a yielding head to engage said holding means under normal operations of the plunger, means for engaging said yielding head to cause it to yield aml thereby prevent operative connection of said plunger with said valve holding means. and means located along the right of way for actuating said plunger and said plunger head engaging means. I

14. In an apparatus of the class described, a train carried air valve, means holding said valve closed, a device for releasing said holding means and including a plungerhaving a yielding head to engage said holding means under normal operations of the plunger, means for engaging said yielding head to cause it to yield and thereby prevent operative connection of said plunger with said valve holding means, and means located along the right of Way for actuating said plunger, and said plunger head engaging means, said right-of-way located means including a tripping ramp.

- 15. In an apparatus of the class described, a train carried air valve, means holding said valve closed, a device for releasing said holding means and including a plunger having a yielding head to engage said holding means under normal operations of the plunger, means for engaging said yielding head to cause it to yield and thereby prevent operative connection of said plunger with said valve holding means, and means located along the right-of-way for actuating said plunger and ing means, said plunger head engaging means including electrooperative devices and a train carried partial circuit electrically including said plunger; said right-ofway located means including a tripping ramp for .mechanically and electrically engaging said plunger and a track partial cir- Gopiee of thin patent may The obtained tor for moving said plunger;

said plunger head. engagfive eenta each, by addressing the connection.

16. In a train stopping apparatus, a alve, a holding member therefor, and a plunger for moving said holding member; a ramp and a mechanism for preventing any action on said holding member through the movement of said plunger, said mechanism including a device to desaid tripping ramp, said parfleet said plunger, from said holding member.

17. In a train stopping mechanism; a train carried air valve, a valve holding member, a plunger for releasing said holding member, a ramp into action,a device ger away from said holding thereby prevent action said holding member, and means for operating said device.

18. In a train stopping mechanism; a train carried air valve, a valve holding member, a plunger for releasing said holding member, a ramp for moving said plunger into action,-a device for directing said plunger away from said holding member and thereby cprev'ent' action of said plunger on said holding member, and controlled means for operating said device.

19. The combination with an air valve on a vehicle, a plunger, including a hinged portion, a valve operating shaft including a member adapted to project into the normal path of travel of said plunger when raised to open said valve, a road-way ramp to actuate said plunger, and means causing said plunger to deviate 1' rom its normal path of travel to prevent its effective action on said shaft.

member and JEAN F. WEBB, JR.

WILLIAM OSTRANDER.

"Commissioner off Patenta.

Waahiaeten, D. e."

for moving said plunger for directing said plun-i of said plunger on 

